Temperature-controlling apparatus for internal-combustion engines



F. M. FURBER.

TEMPERATURE CONTROLLING APPARATUS FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED DEc.2B,191s.

lA-OSflQS. Patented Jan. 17, 1922;

UNITED STATES PATENT OFFICE.

FREDERICK M. FURBER, OF REVERE, MASSACHUSETTS.

TEMPERATURE-CONTROLLING APIARATUS EOE INTERNAL-COMBUSTION ENGINES.

Specification of Letters Patent. Pat te Jan, 17, 1922 Application filed December 28, 1916. Serial No. 139,315.

v invented certain Improvements in Temperature-Controlling Apparatus for Internal- Combustion Engines, of which the following description, in connection with the accom: panying drawings, is a specification, like reference characters on the drawings indicating like parts in the several figures.

Internal combustion engines, particularly those used in automobiles, are usually equipped with'a water cooling system. of some type designed to carry away the excess heat from the engine cylinders with sufficient rapidity to maintain the engine at an efficiently operative temperature. These radiating systems are designed with particular reference to the conditions existing in warm weather and much difficulty is experienced in using an engine equipped in this manner incold weather, due to the fact that the cooling system radiates the heat so rapidly that the cylinder temperature is reduced to a point below that at which the engine can give its best performance. It is also necessary in operating engines equipped with cooling systems of this type'to take special precautions to keep the water from freezing at some point in the system. In very severe weather the water sometimes freezes .at the bottom of the radiator even while the engine is in operation.

In order to avoid the undesirable reduction of the cylinder temperature due to the conditions just described, it has been proposed heretofore to provide a bypass between the outlet and inlet connections to the Water jacket surrounding the cylinders and to provide some means for controlling the distribution of water through this bypass and the radiator, so that when the engine is cold, or its heat is being radiated too rapidly a large part of the water can be short circuited through the bypass and its temperature thus will not be reduced nearly as much as it would be if it were allowed to flow through the radiator. This arrangement has been found objectionable, however, for the reason that it materially reduces the rate of circulation of the water through the radiator and thus increases the danger of freezing the water in the radiator, and also for the reason that when the cylinder temperature has been allowed to build upto the desired point and water from the radiator is again admitted to the jacket, this water is so much colder than that which has been circulating through the jacket that it is liable to'crack the cylinders.

The present invention aims to devise a thoroughly practical means for controlling the temperature of the engine and of the -W.ater in the circulating system. It aims particularly to overcome the obj ections above mentloned wh ch have been found to exist insystems previously proposed and it also aims to provide a system that will operate entirely automatically. While the invention described and claimed in my earlier patent, No. 1,168,623, granted Jan. 18, 1916, is also directed to the accomplishment of substantially these objects, the present invention aims to improve the apparatus shown in said patent with a view particularly to devising an arrangement in which the cylinder temperatures can be raised more rapidly when the engine is started into operation than in former systems, and in which also a more I accurate control of the temperature in the The invention also involves certain combinations and arrangements of parts and details of construction which will hereinafter be described and the advantages of which will be obvious to those skilled in this art.

Referring now to the drawings,

Fig. 1 is a view in side elevation of an apparatus embodying the present invention various elements of the apparatus being indicated somewhat diagrammatically;

Fig. 2 is a central, vertical, cross sectional view of the automatic valve and the casing therefor which form a part of the apparatus shown in Fig. 1; and

Fig. 3 is a transverse, vertical, cross sectional view through the exhaust manifold.

The apparatus shown in Fig. 1 includes an engine 2-of a type commonly used in automobiles, a radiator 4 for the engine a pipe 6 that leads the hot water from the accompanying upper or discharge end of the engine jacket to the top of the radiator 4 and a return connection that leads the water from the lower end of the radiator back again to the lower or intake end of the jacket. This latter connection includes a pipe 8, a pump 10, a valve casing 12 and a pipe 14 leading circulating water or other cooling fluid (hereinafter for convenience referred to as water) flows from the -upper end oi the pass is jacket through the pipe 6 to the radiator, then descends through the radiator as it is cooled and returns to the jacket again throughthe pipe 8, pump 10, valve casing 12 and pipe 1 1-. Y

According to the present invention, a byprovided between the connections 6 and See that a part of the water instead of passing through the jacket may be shunted through this bypass. Provision also is made for heating the water as it flows through the bypass. In the form shown this bypass consists of pipe connections 16 leading from the valve casing 12 to the pipe 6, and it includes a U shaped section 17 that lies within the exhaust manifold 18, as clearly shown in Fig. 1. Consequently the water flowing through this bypass wil be heated by the exhaust gases as they leave the engine. V

In order to control the distribution of the circulating water between the bypass and the engine jacket, a thermostatic valve is located in the casing 12. This casing, as clearly shownin Fig. 2, consists of a main body designated by the numeral 12 and a cap 20 bolted to this body and having a threaded outlet 22 into which the. bypass 16 is connected. The part 12 also has a threaded inlet opening 24 to which the discharge end of the pump 10 is connected. lVater entering the inlet 24 thus may take either of two paths through the casing, one through the pipe 14 to the jacket and the other through the outlet 22 to the bypass. The main body 12 of the casing has a valve seat 26 surrounding a port through which the water must pass in traveling to the pipe 14, and the cap 20, has a similar seat 28 locatedopposite the seat 26 and surrounding a port through which the water passes in traveling to the bypass'16. These'two seats are located relatively close together and a valve 30 mounted on a thermostat 32 is arranged to engage either one of the seats and thus to control the flow of water both through theengine jacket and also through the bypass.

Any suitable construction of thermostat may be employed for operating the valve 30. The construction shown consists of a metallic bellows secured at one end to a plate 34:, which issupported centrally in the casing by four clamping screws 36, and has secured to its opposite end the stem on which the valve 30 is mounted. Thisbellows contains a suitable quantity of some volatile fluid, such for instance as ether. This construction is substantially like that disclosed in my No. 73239, filed Jan. 20, 1916.

pending application, Ser;

perature of the water in the circulating system is, however, built up very rapidly when the engine is started into operation, the temperature of the water in the jacket being raised by the high temperature created in the cylinders and the temperature of the water flowing through the bypass 16 and through the radiator being raised by the lt is, of

heat from the exhaust gases. course, desirable that the temperature of the water in the jacket shall be allowed to rise until it .reaches the point at which it permits the engine to operate most efiiciently and that thereafter it shall be maintained substantially at that temperature. Gonsequently, in order to subject the thermostat 32 to substantially the temperature of the water in the jacket while the circulation from the pump through the jacket is cut off, a small pipe 40 leading from the upper end of the jacket into an opening 42 provided forit in the casing 12 conducts hot water from the discharge end of the jacket to a point behind the valve seat 26 and thus leads this hot water to the thermostat 32.

This water then flows through the pipe 1t to the lower end of the jacket. When, therefore, the temperature of the water in the engine jacket approaches the desired point, the thermostat 32 opens the valve 30 and allows more or less of the water returning from the radiator 4 to flow to the jacket. The thermostat then becomes responsive to changes in the temperature of this current of water which, of course, also varies with the temperature of the engine. If, due to the temperature of the atmosphere, or for any other reason, the temperature-0f the engine should be raised above the desired point, the bellows 32, of course, will expand far enough to seat the valve 30 on the valve seat 28, thus sending the entire flow of water in the circulating system through the en gine jacket and enabling the system to exert its maximum heat radiating effect. The amount of heat supplied to the circulating system at this time by the exhaust will be too small to interfere substantially with the normal action of the water cooling system.

It is obvious that the apparatus may be made to respond to temperature conditions existing at any point in the circulating system desired, as for instance, by locating the thermostat at the point in question or by locate the thermostat in the manner shown for the reason that it can readily be set to control the temperature of the water in the jacket and also for the reason that'this location enables the thermostat to respond also to any dangerous changes in the temperature that may take place in the water in the radiator. The location of the thermostat, however, may be varied to suit in-' dividual preferences, as may also the precise temperature at which the thermostat is designed to operate the valves.

When the valve 30 is away from the seat 26, thus allowing the water to fiow through the pipe 14, a very small part of the water may also flow around the jacket through the small pipe 40; but this pipe ismade so small in comparison with the flow area provided through the jacket that the amount of water discharged through the pipe {i0 is negligible. f

It will now be understood that this arrangement provides a system in which the engine, when started into operation, is required to heat up only a relatively smallpercentage of the entire body of water in the circulating system, and that the quantity of water thereafter admitted to the jacket is only that which is required to maintain' the engine-cylinders at substantially their most eflicient temperature condition. This arrangement produces the advantage of bringing the engine quickly to the point at which it gives a satisfactory performance, so far as temperature conditions are responsible for its action, and thus avoids the protracted period of unsatisfactory operation that usually is experienced in starting up a cold engine. It will also be observed that while the thermostatic valve is maintaining the cylinders at the required temperature by reducing the circulation of water through the jacket, it is also diverting the water not required in the. jacket through the bypass 16 where it is heated by the exhaust gases, thus supplying to the water circulating through the radiator the heat that is required to keep it from freezing. Since these operations take place without reducing the circulation of -water through the system, it is evident that the entlre system is under accurate control,'and

that both the needs of the engine and also those of the circulating system are cared for.

While the arrangement herein described and shown is the best embodiment of the invention of which I am at present aware, it is obvious that the invention may be embodied in many other forms without departing from the spirit or scope of the invention. It is obvious also that the bypass may be arranged very differently from the formshown in the accompanying drawings, it being merely necessary that it be so arranged that the water not required in the jacket can be diverted through thisbypass,

thus allowing only the amount of water to pass throu h the jacket that is required to maintain the cylinders at the desired temperature. It is also preferable, of course,"

to heat the water in the bypass to supply to the circulating system the heat required to ,keep thev water from freezing at some point siphon system.

Having thus described my invention, what ters Patent of the United States is:

1. The combination with an internal combustion engine having a water 'acket, a radiator and connections for leading the water from the jacket to the radiator and returning it to the jacket again, of a by-pass between said connections arranged to cause .the water flowing therethrough to be heated by the exhaust from the engine, and a single valve means for controlling the flow of water both through the by-pass and said jacket.

2. The combination with an internal combustion engine havin a water jacket, a radiator and connections for leading the water from the jacket to the radiator and returning it to the jacket again, of a bypass around the jacket, means for heating the water flowing through said bypass and a single valve controlling the flow of water both through the bypass and through said jacket.

3. The combination with an internal combustion engine having a water jacket, a radiator and connections for leading the water from the jacket to the radiator and returning it to the jacket again, of a bypass around the jacket, means for heating the water flowing through said bypass, and a thermostatic valve controlling the distribution of the water between said bypass and said 'acket.

4. 'lhe combination with an internal combustion engine having a water jacket, a radiator and connectionsfor leading the water from the jacket to the radiator and returning it to the jacket again, of a bypass around the jacket, means for heating the water flowing through said bypass, and valve means operative automatically in response to changes in the engine temperature to control the distribution of the water between said b pass and said jacket.

5. he combination with an internal combustion engine having a water jacket, a radiator and connections for leading the water from the jacket to the radiator and returning it to the jacket again, of a bypass around the jacket, means for heating the water flowing through said bypass, and a thermostatic so I claim as new and desire to secure by Letvalve operative automatically in response to changes 1n the temperature or the circulat ing water to divert more or less oi" the water from sai l acket into said bypass while the temperature of the water remains below a predetermined point, and to increase the ilow through said jacket again as the temperature oi the water rises above said point.

*6. The combination with an internal com-- bustion engine having a water jacket, a radiator and connections for leading the water from the jacket to the radiator and returning it to the jacket again, of a bypass around the jacket, means for heating the water flowing through said bypass and valve means operative automatically in response to changes in the temperature of the engine cylinders to reduce the circulation of the water through the engine jacket as the cylinder temperature drops below a termined point and to correspondingly increase the flow of water through said bypass.

7. The combination with an internal combustion engine having a water jacket, a radiator and connections for leading the water from said jacket to the radiator and returning it to the jacket again, of a by" pass around the jacket, means for heating the water flowing through said bypass, valve means arranged to control the distribution of the water between said bypass and said jacket and a thermostat controlling the action of said valve means and arranged to be subjected substantially to the temperature of the water in said jacket.

8. The combination with an internal com- 'bustion engine having a water jacket, a

radiator and connections for leading the water from said jacket to the radiator and returning it to the jacket again, of a bypass around thejacket, means for heating the water flowing through said bypass, valve means arranged to control the distribution of the water between said bypass and said jacket, a thermostat for'operating said valve means and connections for causing hot water leavin the engine jacket to circulate around said t ermostat.

9. The combination with an internal combustion engine having a water jacket, a radiator and connections for leading the water from said jacket to the radiator and returning it to the jacket again, said return connections including a valve casing, of a bypass leading from said casing to the discharge connection from said. jacket, two valve ports in said casing, one admitting water to said jacket and the other to said bypass, a valve controlling the flow of water through both of said ports, and a thermostat responsive to changes in the temperature of the circulating water and connected with said valve to operate it, said by-pass being arranged to cause the Water flowing thereprederace connection including a valve casing, of a bypass leading from said casing to the dis charge connection from said jacket, two valve ports in said casing, one admitting water to said jacket and the other to said bypass, a valve controlling the flow of water through both of said ports, a thermostat in said casing connected with said. valve to operate it, said thermostat being located in the path of the water flowing to said jacket, and a con-- nection for conducting water directly from the discharge end of said jacket to a point in said casing adjacent to said thermostat and behind the valve.

11. The combination with an internal combustion engine and a water cooling systern therefor including a radiator and con nections for leading water from said jacket to said radiator and returning it again to the radiator and including alsoa bypass around said jacket arranged to be heated by the exhaust from the engine, of thermostatically controlled valve means operative automat'n cally to vary the distribution of the water between said jacketand said bypass in response to changes in the temperature of the circulating water.

12. The combination with an internal combustion engine having a water jacket, a radiator and connections for leading the water from said jacket to the radiator and returning it to the jacket again, of a bypass through which the water may be diverted from said jacket, said bypass being arranged to be heated by the exhaust from the engine, and thermostatic valve means operative in response to changes in the temperature of the circulating Water to control the distribution of the water between said bypass and said jacket.

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13. The combination with an internalcombustion engine having a water jacket, a radiator and connections for leading the water from the jacket to the radiator and returning it to the jacket again, of a by pass between said connections, arranged to be heated by the exhaustfrom the engine, a single valve controlling the flow of water both through said by pass and also through said jacket, a thermostat for operating said valve, and a pump between said radiator and said valve whereby'the valve is operative to vary the distribution of water between said by pass and said jacket while maintaining the circulation through the ra diator substantially undisturbed.

14. In a cooling system for. internal combustion engines equipped with water-jackincense ets, a source of supply of a cooling liquid, means other than the water-jacket of the cylinders for heating the said liquid, means for effecting circulation of the liquid through the water-jacket, and in heat absorbing relation to said heating means, and thermally controlled means for shutting ofi the circulation of liquid through one or the other of said means or efiecting circulation thereof partly through both in accordance with variations in temperature of said liquid.

15. A cooling system for internal combustion engines including Water-jackets for the engine cylinders, a Water conduit associated with the exhaust manifold for heating water by means of the hot products of combustion, a source of supply of a liquid adapted to circulate through said jackets and said conduit, and thermally controlled means for causing the water to circulate either through said conduit or said jackets or simultaneously through both.

16. A cooling system for internal combustion engines including water-jackets for the engine cylindeis, a water conduit associated with the exhaust manifold for heating water by means of the hot products of combustion, a source of supply of a liquid adapted to circulate through said jackets and said conduit, and means controlled by the temperature of the liquid contained in said jackets for causing the water to circulate either vthrough said conduit or said jackets or simultaneously through both.

17. In a cooling system for internal combustion engines, a source of sup-ply of a cooling medium, means for effecting circulation thereof in contact with the cylinders for absorbing heat from the latter, a conduit for said liquid disposed to heat the latter by the products of combustion exhausted from the cylinders, a valve for controlling the circulation of said liquid to confine the same to either of the said two sources of heat, and thermally actuated means for automatically operating said valve.

18. In a cooling system for internal combustion engines, a source of supply of a cooling medium, means for effecting circulation thereof in contact with the cylinders for absorbing heat from the latter, a conduit for said liquid disposed to heat the latter by the products of combustion exhausted from the cylinders, a valve for controlling the circulation of said liquid to confine the same to either of the said two sources of heat, and means actuated by variations in temperature of the liquid for automatically operating said valve.

19. A cooling system for internal combustion engines including Water-jackets for the engine cylinders, a water conduit associated with the exhaust manifold for heating water by means of the hot products of combustion, a radiator connected with said jackets and conduit for normally causing the parts, and a valve controlled by the variations in temperature of the liquid for cutting off circulation through the jackets or the conduit or partially from each.

20. In a cooling system for Water-jacketed engines, a water conduit disposed in heat absorbing relation to the products of combustion exhausted from the engine, a radiator, means for efi'ecting forced passage of water from the said radiator to the said conduit and the Water jacket of the engine, return connection from the latter to said radiator, a valve for causing a flow from one of said water-heating parts to the exclusion of the other,and a temperature responsive element associated with said Valve for actuating the same.

In testimony whereof I have signed my name to this specification.

FREDER'IGK M. FUR-BER.

cooling liquid tocirculate through said 

